Barge for liquid cargo



June 14; 1955 c. SHELTON BARGE FOR LIQUID CARGO 3 Sheets-Sheet 1 Filed Marc); 26, 1954 INVENTOR. c1. lFFOeD SHEA TO/V,

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IBARGE FOR LIQUID CARGO Filed March 26, 1954- 3 Sheets-Sheet 2 IN V EN TOR. CL/FF'OED JHEL TON,

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June 14, 1955 c, SHELTON BARGE FOR LIQUID CARGO 3 Sheets-Sheet 3 INVENTOR.

CLIP/F080 BY 772%maq/flmm $0M;

Filed March 26, 1954 2,739,586 Patented June 14, 1955 he'd BARGE FGR LIQUID CARGO Cliiiord Shelton, Alton, Ill.

Application March 26, 1954, Serial No. 418,988

4 Claims. (Cl. 114-74) This invention relates to improvements in barges, and more particularly to an improved barge for liquid cargo. The main object of the invention is to provide a novel and improved barge for carrying liquid cargo, said barge being provided with a novel and improved conduit system for loading and unloading the barge, the system being effective for clearing all the lines thereof whenever desired, for substantially completely emptying the various liquid compartments of the barge, and for allowing liquid cargo of different types of be loaded in the compartments of the barge without any possibility of intermixing of cargoes.

A, further object of the invention is to provide an improved liquid distribution system for loading and discharging barges containing liquid cargo, said system involving simple components, being easy to manipulate,

preventing intermixing of different liquid cargoes, and allowing the barge to be rapidly loaded or unloaded.

Further objects and advantages of the invention will ecome apparent from the following description and claims, and from the accompanying drawings, wherein:

Figure 1 is a perspective diagrammatic view of an improved barge according to the present invention, showing the conduit system thereof.

Figure 2 is an enlarged fragmentary perspective View of a portion of the liquid distribution system of Figure 1, said portion being located adjacent the pump means employed in the system.

Figure 3 is an enlarged fragmentary perspective view of the liquid intake nozzles of a pair of adjacent cargo compartments showing the connections of the nozzles to the pump conduit of the system of Figure 1.

Figure 4 is a diagrammatic perspective view showing the sea valves employed in the wall of the stern compartment of the barge of Figure 1.

Figure 5 is a fragmentary sectional view taken on the line 55 of Figure 3.

Referring to the drawings, 41 generally designates a barge for liquid cargo in accordance with the present invention, said barge comprising a hull having a plurality of longitudinally spaced port compartments 42, 43, 44 and 45 and a plurality of longitudinally spaced starboard compartments 4-6, 7, 48 and 49. The barge 41 also has a stern compartment which is provided with the manually operated sea valves Evil and Eli located respectively in its port and starboard side walls.

Mounted 'in the rear portion of the barge, for example, in the stern compartment Si) is a liquid pump 51. Connected to the intake port of the pump 51 are the respect'ive'conduits 52 and 53, said conduits being provided with respective manually operated valves 24 and 23 located adjacent the pump 51. Connected to the conduit 52 are respective discharge conduits 54, 55, 56 and 57 communicating with the forward liquid compartments 42 and 46. Thus, conduits 54 and 56 communicate with the forward port liquid compartment 42 and conduits 5S and 57 communicate with the starboard forward liquid compartment 46. Conduit 54 is provided with the manually operated valve 1 and conduit 56 is provided with the manually operated valve 2. Conduit 55 is provided with the manually operated valve 3 and conduit 57 is provided with the manually operated valve 4. Connected to the end of the conduit 54 is the relatively large liquid intake nozzle 53 which is positioned parallel to and spaced above the door or": the compartment 42. Connected to the end of the conduit 56 is the smaller liquid intake nozzle 59 which is positioned parallel to and spaced a substantially smaller distance above the floor of the compartment 42 than the large nozzle 58. For example, the nozzle 58 may be generally rectangular in shape, as shown in Figure 3, and is arranged between two and a half to three inches from the floor of the compartment 42 and at least eighteen to twenty-four inches away from any vertical wall of the compartment to allow free flow of liquid thereinto. The smaller nozzle 59, also rectangular in shape, should be located near the lowest corner of the barge when in stripping position and should be between onequarter or" an inch and one-half inch from the floor of the compartment 42 and not more than approximately two inches from the respective vertical corner walls of the compartment adjacent thereto. in a typical installation, the larger nozzle 58 is eighteen inches square and the smaller nozzle 59 is six inches square.

Connected to the discharge conduit 55 in starboard compartment 46 is the relatively large nozzle 58 and connected to the conduit 57 is the relatively small nozzle 59. The conduits 54 and 55 are relatively large in diameter, whereas the conduits 56 and 57 are relatively small in diameter.

Communicating with the compartment 43 and connected to the conduit 52 is a relatively large conduit 60 and a relatively small conduit 61. Connected to the end of the conduit 60 is the relatively large nozzle member 58 and connected to the end of the conduit 61 is the relatively small nozzle member 59. A manually operated control valve 5 is provided in the conduit 60 and a similar manually operated control valve 6 is provided in the conduit 61. Communicating with the compartment 47 and connected to the conduit 52 is the relatively large discharge conduit 62 mid the relatively small discharge conduit 63. Connected to the end of the conduit 62 is the relatively large nozzle 58 and connected to the end of the smaller conduit 63 is the relatively small nozzle 59. Respective manually operated control valves 7 and 8 are provided in the conduits 62 and 63.

Communicating with the liquid compartment 48 and connected to the conduit 53 is the relatively large discharge conduit 64- and the relatively small discharge conduit 65, the large conduit 64 being provided. at its end withthe relatively large nozzle 58 and the conduit 65 being provided at its end with the relatively'small nozzle 59. Respective manually operated control valves 11 and 12 are provided in the conduits 64 and 65. Connected to the conduit 53 and communicating with the compartment 44 is the relatively large discharge conduit 66 and the relatively small dischargeconduit 67 provided at their ends respectively with the large nozzle 58 and the small nozzle 59. Respective control valves 9 and 10 are provided in the conduits 66 and 67.

Communicating with the rear starboard liquid compartment 49 and connected to the conduit 53 is a relatively large discharge conduit 68 and the relatively small discharge conduit 69. Conduit 68 is provided at its end with a relatively large nozzle 58 and conduit 69 is provided at its end with the relatively small nozzle 59'. Respective manually operated control valves 15 and 16 are provided in the respective conduits 68 and 69. Communicating with the port rear liquid compartment 45 and connected to the conduit 53 are the relatively large conduits 76 and the relatively small conduits 7 i, the large conduits 70 being provided with a large discharge nozzle and the conduits 71 being provided with a relatively small discharge nozzle. Respective manually operated control valves 13 and 14 are provided in the conduits 70 and 71.

Connected to the outlet port of pump 51 is a discharge conduit 72 connected to a transversely extending discharge conduit 73. Respective manually operated control valves 17 and 18 are provided in the conduit 72 between pump 51 and transverse conduit 73. The transverse conduit 73 has the outlet ends 74 and 75 and is provided with respective manually operated control valves 21 and 22 adjacent said outlet ends 74 and 75. A first bypass conduit 76 is connected between the end of transverse conduit 73 and the conduit 72, the conduit 76 being provided with a manually operated control valve 26 adjacent the conduit 73 and with a manually operated control valve 28 adjacent the pump 51. Conduit 76 includes a check valve 79 between valve 28 and conduit 72.

A similar bypass conduit 80 is connected between the starboard end of the transverse conduit 73 and the con- 1 duit 76 between valve 28 and check valve 79. The bypass conduit 80 includes a manually operated control valve 27 adjacent the end 75 of transverse conduit 73. Said bypass conduit 80 also includes a manually operated control valve 29 located adjacent the connection of conduit 80 to the conduit 76 between valve 28 and check valve 79, as shown in Figure l.

A bypass conduit 82 is connected between the intermediate portion of transverse discharge conduit 73 and conduit 53 and includes a manually operated control valve 19. A similar bypass conduit 83 is connected between the intermediate portion of transverse conduit 73 and conduit 52, the conduit 83 including the manually operated control valve 20.

Connected to the intake port of the pump 51 is a sea water intake conduit 84 which is provided with the serially arranged, manually operated control valves 25, 25, the conduit 84 opening into the stern compartment 50.

To pump or discharge the barge using the equipment above described, we will assume that the barge has just arrived at its destination and that all valves are closed. We will further assume that a flexible discharge hose has been connected to the end 74 of the transverse top manifold conduit 73.

When the barge is ready to be unloaded, the valves to the compartments to be discharged are opened. Assuming, for example, that gasoline is being carried in the four forward compartments, namely, compartments 42, 46, 43 and 47, and that some other liquid is being carried in the rearward compartments, for example fuel oil is being carried in the stern compartments 44, 48, 45 and 49, the forward compartments are to be pumped first and therefore the valves of said forward compartments are opened. Thus, the valves 1 and 3 controlling the discharge of liquid from the forward compartments 42 and 46, are opened at this time. The valves and 7 are likewise opened at this time. The valves 17 and 18 in the discharge line 72 are also opened, as is the discharge valve 21 near the end 74 of the manifold 73. The pump 51 is now actuated, causing the liquid to be discharged from compartments 42, 46, 43 and 47.

The bow of the barge will begin to rise as the cargo is being pumped from the bow end of the barge, and the compartments 42 and 46 will approach depletion first. When the cargo in any compartment is nearly exhausted, the valve controlling the large conduit thereof, for example valve 1 controlling the large conduit 54 of compartment 42, is closed and the valve 2, namely the valve controlling the smaller conduit, such as the conduit 56, is opened for stripping the compartment. Thus, by closing valve 1 and opening valve 2, the liquid in the bottom of the compartment 42 is exhausted through the closely adjacent smaller discharge nozzle 59. By closing the valve 2 slowly as the amount of cargo in the compartment 42 decreases, it is possible to remove substantially all of the cargo in the compartment, particularly, since the nozzle 59 is located near the rearmost Wall of the compartment and the bow of the barge is rising, causing the liquid to fiow to the rearmost portion of the compartment.

The same method above described is employed in stripping the compartments 46, 43 and 47.

Assuming that all the gasoline has been pumped from the compartments 42, 46, 43 and 47, it is now necessary to clear all the lines of gasoline (lower manifolds, top manifold and discharge line) to prevent any gasoline from mixing with the fuel oil which will be pumped next. The lines are cleared by first closing valve 21 to prevent any cargo from running back into the barge from the hose connected to the end 74 of manifold 73. The valve 22 at the end of the manifold 73 on the starboard side of the barge is then partly opened and the valve 20 in the conduit 83 is opened. Under these conditions, gasoline in the lines will settle into the lowest parts of the system by gravity. The valves 26 and 23 in conduit 76 are then opened. After a slight pause to allow gasoline to settle, discharge valve 17 is closed and the pump 51 is operated to discharge the gasoline through conduit 76, but at a reduced rate of speed, since the conduit 76 is much smaller in diameter than the conduit 72.

When it is observed that pump 51 is no longer pumping, the pump is deenergized and a short period of time is allowed for the balance of the gasoline to run down to the pump. Valve 17 in the discharge line 72 is then opened to allow any further residue of gasoline in the discharge line to run down to the pump. The valve 17 is then closed and the pump 51 is actuated in the same manner as in the previous step in the procedure. A small number of repetitions of these steps should be sufficient to remove all the gasoline from the line.

If it is desired to remove every trace of gasoline from the pump 51 and from the line 76, as well as from the top manifold 73, the discharge line and the lower manifold, the sea valves 30 and 31 may be opened in order to permit river water to flood the stern compartment 50 sufiiciently to fully cover the two serially arranged gate valves 25. By opening the valves 25 while the pump is in operation, water may be used to replace the gasoline in the pump and in the line 76. However, this is not advisable under conditions when water might freeze in the lines. Any excess water may be drained from the storage tank at the next regular drain period.

After completing the above steps, the barge is cleaned (except for water), and can be reloaded with any cargo (with respect to the four forward compartments above considered). To close ofif the part of the barge already pumped, the valve 24 in the lower manifold 52 is closed, and the load line valve 20 is also closed. Valves 26 and 28, and valves 22 and 25, 25 are also closed.

To pump the liquid from the four stern compartments 44, 48, 45 and 49, the valve 23 in the lower manifold 53 is first opened. The respective valves 9, 11, 13 and 15 controlling the large discharge conduits connected to the respective compartments 44, 48, 45 and 49 are opened. The valve 21 in the top manifold 73 is then opened. When the pumping operation is ready to start, valves 17 and 18 are opened and the pump is energized.

The same method of stripping may be followed to completely discharge the fuel oil compartments 44, 48, 45 and 49 as employed in the gasoline compartments 42, 46, 43 and 47. Thus, the last few gallons from each compartment may be stripped by employing the smaller nozzles 59 in place of the large nozzles 58. Some time during the latter part of the pumping operation the sea valves 30 and 31 are opened to allow the stern compartment 59 to become flooded. This provides a desired degree of listing to facilitate the removal of the maximum amount of liquid from the rear compartments 44, 48, 45 and 49. This is obtained by flooding the stern com- 5 partment to a desired depth, for example, to a depth of about six feet. At that-point the sea valves 30 and 31 are closed. Near the end of or at the end of the stripping operation, the sea valves 30 and 31 are opened to allow water in the stern compartment to run out of the stern compartment into the river. As the barge becomes emptied, the weight of the forward portion thereof will tend to rotate the barge to elevate its stern end, causing water to run out of the stern rake compartment as the barge begins to assume its normal position. When the barge is reloaded, the bow end of the barge is reloaded first, causing any excess water in the stern compartment to run out. After this has occurred, the sea valves 30 and 31 are closed.

When the barge is loaded with a uniform load, that is, with the same liquid cargo in all compartments, the first series of stripping operations may be omitted, and both lower manifolds may be stripped at the finish of the pumping operation.

T load the barge without the liquid cargoes becoming intermixed while loading (assuming that two different cargoes are being loaded), they can be loaded in the following manner: Assuming gasoline is to be loaded in the four forward compartments and fuel oil in the four rearward compartments, the forward compartments are loaded first. The cargo loading hose is attached to either side of the barge, namely, to either end 74 or 75 of the transverse manifold 73. Assuming the cargo loading hose is attached to the end 75 of manifold 73, with all valves closed, the valve 22 is first opened. Valve 20 is then opened. Following this, the four valves 1, 3, 5, and 7 are opened, allowing the cargo to be discharged into the four bow compartments. When suflicient cargo has entered, loading ceases and the valve 22 is closed, the valve 21 at the opposite end of manifold 73 being then opened. This permits air to enter the top manifold 73, and all excess gas will run down into the lower manifold through the load line valve 2%). Valves 20, 21 and also the four bow compartment valves, namely valves 1, 3, 5 and 7, are then closed. Now the load line valves 19 and the four stern compartment valves, 9, 11, 13 and 15 are opened. Manifold valve is now opened, whereby fuel oil may now be loaded into the four stern compartments without any possibility of intermixing of cargoes while being loaded.

When loading uniform load (same cargo in all compartments) both load line valves 19 and 20 will be opened, as well as all compartment valves.

The material used for the pipes in the lower manifolds 53 and 52, the top manifold 72 and the load and discharge lines should be of substantial strength to withstand the motion of the barge in transit and other rough treatment. All joints are preferably welded except where flanged for convenient replacement of valves. The check valve 79 is preferably of the hinge type and is installed in the line 76 between the pump manifold 72 and the connection of the line 89 to the line 76.

The valves 25, are serially arranged merely to provide a double check in the event that either valve should develop a leak. In many cases, it will be unnecessary to employ the valves 25, 25, since ordinarily the stripping will be efficient enough to eliminate the necessity of flushing the pump and the discharge line 76.

While a specific embodiment of an improved barge for liquid cargo has been disclosed in the foregoing description, it wil be understood that various modifications within the spirit of the invention may occur to those skilled in the art. Therefore, it is intended that no limitations be placed on the invention except as defined by the scope of the appended claims.

What is claimed is:

1. In a barge for liquid cargo, a hull comprising a plurality of cargo compartments, a stern compartment, a liquid pump mounted on the hull, a first conduit con- Cit 6 nected, to the intake of said pump, respective branch conduits in the respective compartments connected to said first conduit, respective independent manually controlled valves in said branch conduits, an intake control valve in said first conduit adjacent said pump, a discharge conduit connected to the outlet of said pump, a first bypass conduit connecting said discharge conduitto said first conduit, a manually controlled valve in said-first bypass conduit, a second bypass conduit connected between said discharge conduit and the outlet of said pump,

a manually controlled valve in said second bypass conduit, and a manually controlled valve in said discharge conduit between said bypass conduits, whereby residual liquid in the discharge conduit may be at times discharged through said second bypass conduit.

2. In a barge for liquid cargo, a hull comprising a plurality of cargo compartments, a stern compartment, a liquid pump mounted on the hull, a first conduit connected to the intake of said pump, respective branch conduits in the respective compartments connected to said first conduit, respective independent manually controlled valves in said branch conduits, an intake control valve in said first conduit adjacent said pump, a discharge conduit connected to the outlet of said pump, a first bypass conduit connecting said discharge conduit to said first conduit, a manually controlled valve in said first bypass conduit, a second bypass conduit connected between said discharge conduit and the outlet of said pump, a manually controlled valve in said second bypass conduit, a manually controlled valve in said discharge conduit between said bypass conduits, whereby residual liquid in the discharge conduit may be at times discharged through said second bypass conduit, a sea valve in said stern compartment, a conduit connecting said pump inlet to said stern rake compartment, and a manually controlled valve in said last-named conduit whereby the compartments and conduits may be at times flushed with sea water.

3. In a barge for liquid cargo, a hull comprising a plurality of cargo compartments, a stern compartment. a liquid pump mounted on the hull, a first conduit connected to the intake of said pump, respective branch conduits in the respective compartments connected to said first conduit, respective independent manually controlled valves in said branch conduits, an intake control valve in said first conduit adjacent said pump, a discharge conduit connected to the outlet of said pump, a first bypass conduit connecting said discharge conduit to said first conduit, a manually controlled valve in said first bypass conduit, a second bypass conduit connected between said discharge conduit and the outlet of said pump, a manually controlled valve in said second bypass conduit, a manually controlled valve in said discharge conduit between said bypass conduits, whereby rcsidual liquid in the discharge conduit may be at times discharged through said second bypass conduit, a sea valve in said stern compartment, a conduit connecting said pump inlet to said stern compartment, a manually controlled valve in said last-named conduit, whereby the compartments and conduits may be at times flushed with sea water, and a check valve in said second-named bypass conduit between the manually controlled valve therein and the pump outlet.

4. In a barge for liquid cargo, a hull comprising a plurality of cargo compartments, a stern compartment, a liquid pump mounted on the hull, a first conduit connected to the intake of said pump, each compartment having a relatively large liquid intake nozzle parallel to and spaced above the floor thereof and a smaller liquid intake nozzle parallel to and spaced at substantially smaller distance above to the floor thereof than said large nozzle, respective branch conduits connecting said nozzles to said first conduit, respective independent manually controlled valves in said branch conduits, an intake control valve in said first conduit adjacent said pump, a discharge conduit connected to the outlet of said pump, a first bypass conduit connecting said discharge conduit to said firstnamed conduit, a manually controlled valve in said first bypass conduit, a second bypass conduit connected between said discharge conduit and the outlet of said pump, a manually controlled valve in said second bypass conduit, and a manually controlled valve in said discharge conduit between said bypass conduits, whereby residual liquid in the discharge conduit may be at times discharged through said second bypass conduit.

References Cited in the file of this patent UNITED STATES PATENTS Peter Apr. 23, 1929 MacDonald June 14, 1938 Preuss Mar. 23, 1943 FOREIGN PATENTS Great Britain Aug. 27, 1952 

